Internal-combustion engine



R. M. LovEIoY.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAR- 29, IIl.'

R. M. LovEJoY.

INTERNAL GOMBUSTIGN ENGINE.

APPLICATION FILED MAR. 29, IBI?.

1,431,473. Patented oef. 10,1922.

2. SHEETS-SHEET 2.

Fig. 2.

Invenfor. Q FICIIph- M. Lovejoy byaw MQW Ays.

Patented Oct. l0, 1922.

UNITED STATES RALIPH M. LOVEJOY, OF MEREDITH, NEW HAMPSHIRE.

INCLERNAL-COIlVIIBlll'S'lIONl ENGINE.

Application filed March 29, 1917. Serial No. 158,378.

To all Iwhom may concern:

Be it known that l, RALPH M. LovEJoY, a citizen of the United States,and resident of Meredith, county of Belknap, State vof New Hampshire,have inventedan Improvement in Internal-Combustion Engines, of

which the following` description, in connec-` cient in operation andlighter-in construction than those heretofore used for the purpose ofproviding an engine which will be especially adapted for use inaeroplanes, light automobiles and for similar purposes.

With these ends in view one of the principal objects of the invention isto provide an improved means for vaporizing the fuel in an engine of theDiesel type in which the liquid fuel is forced into the combustionchamber during the compression stroke of the piston when the latter iscompressing a charge of air taken in during the suction stroke of thepiston.

ln engines of this type the fuel is usually supplied to the fuel chamberby a pump which forces it in under great pressure and the amount of fuelwhich is intermittently supplied 4by the pump to the fuel chamber isregulated by adjusting the stroke of the pump. ln the usual constructionthe pump draws in a charge of liquidfuel by suction against the actionof gravity. If any consideral'ilequantity of air happens to be drawninto the pump it will by reason of its elasticity prevent proper actionof the pump.

`More especially diiculty may be encountered in starting up the engineif there is no fluid between the pump and the fuel delivery chamber.

Another objectof the present invention is to provide means forpreventing ,air from entering the pump and passing through the saineinto the passages leading to -the'fuel delivery' chamber. This isaccomplished in the present invention by providing a pump having a fluidchamber with a piston reciprocable therein, the inlet port of saidchamber extending upwardly to receive fuel fed to it by gravity alone,means being provided for so operating the valve in the admission port asto open the same during a portion of the suction'stroke of the pistonand to retain the same open during a part of the compression strokethereof, so that any air bubbles or debris which may be drawn into theHuid chamber ofthe pump will be forced from it before the compressionstroke of the pump becomes effective to deliver fuel through itsdelivery port to the engine. The delivery port as is usual in engines ofthis type is provided with a check valve for preventing the return offuel to the pump.

A further feature of the invention conslsts in providing means forregulating the action of the admission Valve to control the amount offuel delivered to the engine instead of regulating the stroke of thepump piston as is usual in devices of this character.

\ Another object of the invention is to provide means for intermittentlysupplying a measured amount of compressed air to the fluid deliverychamber of an engine of the type above described so as to correlate moreeffectively the air supplied to the fuel delivery chamber to the demandsof the engine and to prevent wastage of the compressed air. It is wellknown that in operating engines of the Diesel type there is a greatwastage of the compressed air which is used to force the fuel into thecylinder, for in practice it is necessary to force the fuel into thecylinder against a pressure of six hun-- dred pounds or more per squareinch and to do this air under a pressure of from 1000 to 1200 pounds ismaintained in the fuel delivery chamber. Where the air is used underlsuch high pressure any looseness of the valve or sticking of the valvein its operation causes an enormous, wastage of compressed air. As aconsequence of this wastage it is often necessary to employ unusuallylarge compressors or to work the usual compressors harder, thusconsuming a considerable amount of energy. tion contemplates overcomingthese defects by providing means for controlling the amount of airsupplied to the fuel delivery chamber in co-ordination with the actionof apump which delivers fuel to the fluid delivery chamber. ln thepreferred embodiment of the invention disclosed herein such' a controlis effected by providing a valve in The present inven-v4 the conduitleading. from the compressed air tank to the fuel delivery chamber andactuating said valve by, or in synchronism with, the reciprocation ofthe pump piston upon its compression stroke.

A preferred embodiment of my invention is illustrated in theaccompanying drawings in which,

Figure 1 is a view, partly in vertical section, of the cylinder andcylinder head, the pump for supplying the fuel to the cylinder and themeans for supplying compressed air to force ythe fuel into the air whichis compressed within the cylinder,

thereby to form an explosive mixture, and,

Fig. 2 .is a vertical sectional view, on an enlarged scale, of the upperportion of the cylinder and piston, and the delivery chamber and valvemechanism for supplying fuel to the cylinder. y

In the engine shown in the accompanying drawings the cylinder 1 ismounted upon a base 2 which may form the upper part of the crank case,the base 2 being` supported upon suitable bed pieces The usual crankshaftA L1? is mounted in suitable bearings not shown and has a crank 5connected to a piston rod G which is connected at its opposite end to apiston 7 of the usual type. rlhe cylinder 1 is provided at its upper endwith a flanger 8 having a series of parallel preferably concentric ribs9 to receive complementary ribs upon the cylinder head.

The cylinder 1 may also conveniently be provided with a flange 10 toform a wall of a jacket. A sleeve 11 inclosing the flanges 8 and 10,secured thereto by suitable collars 12, 13, may be employed to form awater jacket for the cylinder. The cylinder head 14, which preferably isconstructed of aluminum, may be cored to provide a water chamber oracket 15 which may communicate with the acket surrounding the cylinderby suitable ports 16. The lower face of the cylinder head is providedwith a series of parallel .preferably concentric ribs 17 complementaryto the ribs 9 on the flange 8 of the cylinder and adapted to be forcedtightly therein by hydraulic pressure or otherwise, the parts beingsecured together by suitable bolts, not shown.

In the embodiment of the invention disclosed herein the fuel deliverychamber 18 comprises an elongated cylindrical chamber formed in a block19 which is provided at its lower end with a reduced cylindrical portion2O having screw threads 21 engaging complementary screw threads in thewalls of a central aperture in the cylinder head 14. The lower end ofthe chamber 18 is provided with a tapered, preferably conoidal wall 22,the apex of which communicates with a cylindrical aperture 23 forming aninlet opening leading from the delivery chamber 18 to the combustionchamber 24 of the cylinder 1.

The inlet port 23 is normally closed by a valve 25 having a conoidalportion 26 to engage the conoidal wall 22 at the bottom of the fueldelivery chamber and which forms a valve seat. The valve 25 is alsoprovided with a cylindrical extension 27 which eX- tends preferablycentrally into the inlet aperture 23 and desirably projects nearlythrough said aperture. The body 28 of the valve 25 desirably iscylindrical in form and has an annular rib 29 located within the lowerend of the cylindrical portion of said delivery chamber adapted toengage the inner wall of the delivery chamber 18 and guide lthe lowerend of the valve in its recip- 'rocation, said rib being provided withapertures 30 to permit the compressed airto flow freely past said rib.

In order that a pocket 31 may be provided beneath the rib 29 ofsufficient capacity to receive more than the maximum charge of fueldelivered to the cylinder the lower end 32 of the body 28 of the valveis reduced to a smaller diameter than the main body of the valve butsufficiently larger than the aperture to form the valve 25. The upperend of the valve body 28 is reduced and screw threaded to receive a cap33 which is provided at its upper end with an extension forming ajournal for the stem of a supplementary valve.

A spring 35 seated at its lower end upon the cap 33 and bearing at itsupper end against a head 36 screwed into the upper end of the block 19serves normally to hold the valve 25 in closed position.

The valve thus described is substantially like those used in the usualDiesel engine, in which the fuel is introduced into the fuel deliverychamber .through a conduit 37 leading to the lower portion of the fueldelivery chamber, while compressed air, under a pressure of one thousandto twelve hundred pounds per square inch, is introduced into the upperportion of the chamber through the conduit 38.

Any suitable means may be provided for cansino' a jet of air or othergaseous fluid under pressure to impinge upon the fuel as it passes intothe cylinder. This jet may be caused to strike the fuel directlytangentially, or otherwise, but desirably is so arranged as to dischargeaxially through vthe inlet aperture 23, suitable means preferably beingprovided to produce the jet of compressed air an instant before the fuelis released and to continue an instant after the valve controlling theadmission port is closed.

In the preferred embodiment of the invention illustrated herein this isaccomplished by providing a jet aperture or port 40 lead ing centrallythrough the extension 27 of the valve 25 and communicating with asupplemental chamber 41 within the body 28 of the valve 25. The port 40is controlled by a supplemental valve 42 which has a stem 43 extendingthrough the journal 34 `in the cap 83 of the main valve and also throughthe head 86 of the block 19. In order to render the journal of the valvestem 43 tight a stuiiing box may be provided and as shown hereincomprises a cap `44 screwed upon an extension 45 of the head 86 andinclosing suitable stuliing 46. rThe valve stem 43 is provided with anenlarged portion, or collar, 47 located within the cap 33 of the mainvalve and adapted to have a slight reciprocating movement therein, theupper face of said enlarged portion or collar 47 being adapted to engagethe under face 48 of the inner wall of said cap.

Suitable ports 49 lead from the chamber 18 through the cap 33, and thebody of the valve 42 may also desirably be provided with grooves 50 to:permit `the compressed air to flow freely from the delivery chamber 18into the supplemental chamber 41, so that, when the supplementary valve42 is open, a jet of compressed air or other gaseous fluid underpressure will be projected throughthe port 40'centra-lly of the inletaperture 23'.

The supplemental valve 41 may be operatedby the usual mechanism foroperating the fuel controlling valve of a Diesel engine. As illustratedherein a head 51 is screwed upon the upper end of the valve stem and isengaged by a helical'spring 52 which surrounds at its upper end a boss58 upon the offset end 54 of a bracket 55 which is secured to the sideof the block 19 by screws 5G.

By reason of this construction the valve 41 is normally held seated bythe spring 42 While the main valve 25 is forced against its seat by thejoint action of the springs and 52. Any suitable means may Vbe providedfor raising the valves 41 and 25 in timed relation to the reciprocationof the piston to deliver` fuel to the cylinder. its illustrated hereinthe valves are actuated by a lever 57 which is pivotally mounted uponstand 58 supported by the cylinder head and extends at one end beneaththe collar 51 on the,y valve stem 43 and at its other end is connectedto suitable actuating mechanism, `which is conventionally lllustratedherein as a linlr 59 having an l.- shaped foot 60 extending beneath asuitable cam 61 upon the usual cam shaft '82 which is driven from themain cranl shaft by gears 63, 64 having relative diameters of one totwo, the cam 60 being so located that fuel will be delivered to thecylinder at the end of the compression stroke.

In the operation of the device the actu" ation of the vlever 57 raisesthe valve stem 43 and the valve 41 thus permitting compressed air toflow through the port 40 into the cylinder. Immediately however, afterthe valve 41 is unseated the upper end of the collar engages theunderface of the cap and further upward movement of the valve stemraises the valve 25 from its seat and permits the fuel which hasaccumulated in the fuel chamber 32 to flow through the inlet aperture iBy reason however, of the fact that the et of compressed air is alreadyestablished he liquid fuel is instantly vaporized as it passes into ltheiield of said jet of compressed air.

is soon as Ythe cam 61 releases its engagement with the foot 29 of thelink 59 the springs 52 and 85 force the valves 41 and 25 against theirseats. rThe action of these springs is almost simultaneous but that ofthe spring` 35,' which desirably is a, stronger spring, will cause thevalve 25 to seat slightly before the valve 41 is forced to its seat sothat the central jet of compressed air is maintained from a periodslightly before the opening of the valve 25 until an instant after it isclosed, thus effectively v porizing all of the liquid which through theinlet opening 28.

Heretofore charges of fuel have been supplied intermittently to the fueldelivery chamber 18 by a pump, the piston of which is reciprocatedintermediate of the reciprocations of the valve which controls the inletpassage leading from the fuel delivery chamber totho cylinder, and inorder lto vary the amount of fuel supplied to the en gine underdifferent ruiming conditions it has been customary to vary the length ofytrol-nz of 'the pump piston.

Ainasmuch as the amount of fuel delivered to the auxiliary fuel chamberat each stroke is a very small quantity, a very delicate adju 'lent ofthe str l. a of the piston is rehe present invention contemplates le p`ovision of a pump in which the piston i p ii'en uniform reciprocation,means bein.' provided to o ntrol the fuel supplied to th pump. saidontrolling means being adjuuable either manually or automatically toaccord with the demands of the engine under different ruimingconditions.

ln the illustrative embodiment of the in- 4 vention herein disclosed thepump is shown comprising a vertical casing 65 having 'an upwardlyextending inlet 66 and a preferably downwardly ei'tending outlet 67 fromwhich the conduit 84 leads to the lower portion of the fuel deliverychamber 18. A spring` actuated cheek valve 68 is provided in the outletport to prevent fluid being forced baclr through the conduit 87 into thepump casing 65. The casing G5 is provided with an extension G9 forming ajournal for the pump piston 70, a suitable stuffing box 71 beingprovided to prevent leakage.

The piston is provided on the outside of the casing with a block 7 2which is pivotk ally connected to a pitman 7 3 which is reciproeatedfrom a cam 7e; on the crank shaft 60. In the construction disclosedherein the inlet end 6G of the casing G5 is connected to a casting 7which is provided with a conduit 7 6 connected by a pipe 77 with a fuelreservoir 7 8 which is located at a higher level and preferably directlyover the conduit 7 6. The casting 7 5 is provided at the lower end ofthe conduit 76 with a valve seat 79. A. valve 80 is normally forcedagainst the valve seat 79 by a spring 81, which is seated at its lowerend upon the upper end of the casing 65. The valve 80 has a valve stem82 ex:- tendingl through a suitable ournal 83 in said casing. a stufiingbox Sil preferably surround ing the valve stem to prevent leakagethrough the journal.

rllhe valve 8O is operated through a lever, preferably a bell cranklever S57 pivotally mounted upon a bracket 86 which may be integralwith, or secured to, the casing 75, one arm S7 of said lever engagingthe end of the valve stem 82 and the other arm Sti of said leverdepending into the path of an actuating means, preferably an arm 89extending upwardly from the block 72 on the pump piston 70.

ln order to provide for the adjustment of the valve operating means thebell cran; lever preferably is pivotally mounted upon an eccentric 90carried by a shaft 91 rotatably mounted in the bracket 2G, the shaft 91having an arm 92 which may be oscillated to adjust said eccentric by alink 93, which may be connected to a lever for manual opera tion, or maybe connected to suitable automatic regulating means such the governor ofthe engine.

By rotarily adjusting the shaft 91 the fulcrum of the bell crank lever85 is changed so that the relation of its arm 88 to the arm S9 on thepiston block may be varied to con trol the time during which the valve8O open.

The arm 88 ofthe bell crank lever S5 desirably is so positioned that thearm 89 which projects from the block on the piston, will not engage saidbell crank lever to actuate the valve 8O during the initial portion ofits stroke but will open the valve during the latter portion of thesuction stroke of said pump piston.

When the piston moves in the opposite direction, upon its compressionstroke, the valve 81 will be prevented from closing until an equalportion of the compression stroke has been made. Obviously, until thevalve 81 is closed the piston 70 will force the fluid which has enteredthe casing 65 back through the conduit 76 into the reservoir 78 but assoon as the valve is closed will force the fluid through the outletvalve 68 into the conduit 37 and thence to the fuel delivery chamber.

By regulating the position of the fulorum of the bell crank lever 85 theaction of the valve 81 may be very delicately adjusted so that apredetermined portion of fuel will be forced into the fuel deliverychamber upon every compression stroke of the pump piston and a uniformoperation of the engine thereby insured.

ln pumping the fuel into the fuel delivery chamber by reciprocatingpumps which raise the fluid from the main reservoir against the actionof gravity, air sometimes is drawn into the pump7 and,l because of itsextreme compressibility interferes with the action of the pump. By thepresent invention these objections are entirely eliminated since in thefirst place the fuel is delivered to the pump by the action of gravityand any bubbles of air which may be present in the fuel will immediatelyrise to the surface.

or secondly if drawn into theV casing of the pump will be quicklyexpelled therefrom during the early part of the compression strokebefore the valve 81 is seated, also any light dbris which may have beendrawn into the pump will likewise be discharged and will not be forcedinto the engine.

@ne of the principal objects of the invention as heretofore pointed outis to pro-y vide means for supplying to the fuel delivery chamber ameasured amount of air or other gaseous fluid under pressure, therebyavoiding vvastage of compressed air which occursI mainly during theoperation of the engine at a slow speed when the valve which opens theinlet leading from the fuel delivery chamber to the cylinder is retainedopen for a much longer period of timethan when the engine is working atits normal high speed.

rllhe means for supplying compressed air to 'he fuel delivery chamberwhich is conventionally illustrated in the accompanying drawingcomprises a compressed air tank 94, which may be connected with asuitable com pressorj not shown, and which delivers the air through aconduit 95 to the conduit 38 which communicates with t-he upper portionof the fuel delivery chamber 18. In the present invention a valveactuated in synchronism with the reciprocation of the pump piston 7 0 isinterposed between the conduits 95 and 38 so that compressed air isallowed to pass into the fuel delivery chamber only during thecompression stroke of the pump pistom and preferably during only aportion thereof the valve 101 being closed before the inlet valve 25 israised from its seat, so that the amount of compressed air which can bedelivered to the cylinder at each charge is that contained in theconduit 38 and the dome 104;. By reason of this construction, therefore,a measured charge of 'the same from its seat.

air is introduced into the cylinder at each stroke irrespective of thespeed at which the piston moves.

In the construction illustrated in the accompanying drawing a valvecasing' or union 96 is provided with nipples 97,v 98 connectedrespectively to the conduits 95 and 38, said valve casing having alateral extension 99 forming a journal for the stem 100 of a valve 101adapted to engage a suitable valve seat 102. In the embodiment shownherein the valve stem 100 is shown as extending .into the path of thearm S9 which projects upwardly from the block 72 of the pump piston sothat said arm during the movement of the piston on its compressionstroke will engage said valve and force The valve is normally maintainedupon its seat by a helical spring 103 engaging the under face of thevalve 10]. and at its opposite end seated upon the opposite Wall of theunion.

If the capacity of the conduit 38 and the fuel delivery chamber 18 isinsuiiicient to contain enough air under pressure efhciently to forcethe fuel into the cylinder a dome 101i may be connected to the conduit38 by a suitable T-connection 105.l It vvill be obvious that by reasonof this construction a measured `amount'of compressed air is permittedto iiovv into the conduit 38 or fuel delivery chamber 18 and the dome109 and that the compressed air will be thus introduced simultaneouslywith the forcing of the fuel into said chamber by the action of 41 areactuated to introduce liquid fuel into the cylinder and @hiring` itsintroduction to atomize the same.

Inasmuch as the effective pressure in the auxiliary chamber will bereduced during` the injection of Afuel into the cylinder the Wastage ofair Will be greatly reduced since the pressure Within the fuel deliverychamber 18 will be at more nearly that in the combustion chamber'.

By the elimination of this Wastage a smaller compressor may be used forsupplying the compressed air to the engine and consequently aconsiderable amount of power saved.

It Will be understood that the embodiment of the invention disclosedherein are of an illustrative character and are not restrictive and thatvarious modifications in structure, form and arrangement of parts may bemade Within the meaning and scope of the following' claims.

Having thus described my invention what I claim as new and desire tosecure by Letters Patent is:

1. In an internal combustion engine comprising a combustion chamber andfuel supplying means, a reservoir containinga supply of air undersubstantially constant pressure, and means for causing` a measuredcharge of air therefrom to inject a charge of fuel from said fuelsupplying` means into said combustion chamber. i

2. In an internal con'ibustion engine comi prising1 a cylinder andpiston and fuel supplying means, reservoir containing a supply of airunder substantially constant pres* sure, a conduit leadingtherefrom tosaid cylinder, means for transmitting` measured amount of air to saidconduit intermediate of the compression strokes of the piston and meansfor causing' the con'iprcssed air in said conduit to inject fuel fromsaid fuel supplying' means into said cylinder upon the compressionstrokes of said piston.

In combination with an internal combustion engine comprising a cylinderand piston and fuel supplying` means, a reservoir containingv a supplyof air under substantially constant pressure, a conduit leadingtherefrom to the cylinder. means operable intermediate of thecompression strokes of said piston to transmit a i ieasured charge offuel and a measured amount of air to said conduit and means for causingthe compressed air in said conduit to inject said fuel into the cylinderupon the compression strokes of the engine.

In an internal combustion engine comprising` a cylinder. a pistonrcciprocable therein, a fuel delivery chamber located in p orrimity tosaid cylinder, an inlet passage leading' from said delirerv chamber tosaid cylinder, means for sup L,ing a charge of liquid fuel to saiddelivery chamber, reservoir containing` a supply of ai r undersubstantially constant pressure, means for introducing a measuredai'uount of air under pressure oui said reserroir into said deliverychamber, a valve in said inlet passage for controlling` the deli'.y y offuel from said delivery chamber to said cylinder and means operable inconjunction with said valve for projecting; a jet of air under pressurecentrally through the cha. i of fuel injected from the delivery chamberinto the cylinder.

5. In an internal combustion engine com` prisingj a cylinder. a pistonreciproca-ble therein, a f .el delivery chamber in proximity to saidcylinder', an inlet rpassage for the fuel leading from the deliveryvchamber to said cylinder, means for supplying charge ofliquid fuel tosaid delivery chamber, a reservoir containing` a supply of air underSubstantially constant pressure, means for introducing` a measuredamount of air under pressure from said reservoir into said delivrerychamber, a spring-controlled main valve combustion chamber and means foractuating said valves to open the supplemental valve in advance of theopening of the main valve and to retain the supplemental valve openuntil after the main valve is closed.

6. ln an internal combustion engine comprising a cylinder', a pistonreciprocable therein, a fuel delivery chamber in proximity to saidcylinder, an inlet passage for the fuel leading from the deliverychamber to said cylinder, means for supplying fuel to said deliverychamber, a reservoir containing a supply of air under substantiallyconstant pressure, means for introducing a measured amount of air underpressure from said reservoir into said delivery chamber, a main valve insaid inlet passage, resilient means normally maintaining said valveseated, a supplemental valve telescopically arranged Within said valve,means for operating said supplemental valve and means operable by saidsupplemental valve to actuate the n ain valve whereby the supplementalvalve will be open in advance of the main valve and Will be closed bysaid resilient means after the closing of the main valve to deliver ajet of gaseous fluid under pressure into the passving from the deliverychamber to the cylinder.

7 ln an internal combustion engine comprising a cylinder, a pistonreciprocable therein, a fuel delivery chamber located in proximity tosaid cylinder, an inlet passage leading from said delivery chamber tosaid cylinder, a pump having a fuel chamber', a piston reciprocabletherein, means for regulating the fuel chamber of said pump to cause apredetermined amount to be delivered to the delivery chamber upon cachcompression stroke of the engine piston, means for adjusting theregulating means whereby the amount of fuel delivered to said fuelchamber may be controlled, means for introducing air under pressure intosaid delivery chamber, a valve in said inlet passage for controlling thedelivery of fuel from said delivery chamber to said cylinder and meansoperable in conjunction with said valve for projecting a jet of gaseousfluid under pressure into said fuel during its passage fromvtliedelivery chamber into the cylinder.

8. In an internal combustion engine com prising a cylinder, a pistonreciprocable therein, a fuel delivery chamber located in proximity tosaid cylinder, an inlet pas4 sage leading from said delivery chamber tosaid cylinder, means for supplying fuel to said fuel delivery chambercomprising a pump having a fuel chamber provided With an upwardlyextended inlet port connecting with a fuel supply and an outlet portleading to said fuel delivery chamber, means for supplying fuel to theinlet port by the action of gravity, a check valve in said inlet port,means for opening said check valve during the suction stroke of thepiston and for preventing the same from closing during a portion of thecompression strolre of said piston whereby air bubbles and floatingdebris Will be expelled from said fuel chamber and a predeterminedamount of fuel delivered to said delivery chan ber upon the compressionstroke of the engine, means for introducing air under pressure into saiddelivery chamber, a valve in said inlet passage for controlling thedelivery of fuel from the delivery chamber to said cylinoer and meansoperable in conjunction with said valve for projecting a jet of airunderpressure into the fuel during its passage from the delivery chamber tothe cylinder.

9. In an internal combustion engine comprising a cylinder, a pistonreciprocable therein, a fuel delivery chamber located in proximity tosaid cylinder, an' inlet passage leading from said delivery chamber tosaid cylinder, means for supplying a measured charge of liquid fuel tosaid delivery chamber, means for introducing air under pressure intosaid delivery chamber and a reservoir communicating with said fueldelivery chamber acting to maintain a constant presq sure upon the fuelin said fuel delivery chamber, a main valve in said inlet passage forcontrolling the delivery of fuel from said delivery chamber to saidcylinder and a supplementary valve telescopically l0-. cated Within saidmain valve communicating with said fuel delivery chamber and operable inconjunction with said main valve to project a jet of air under pressureinto the charge of fuel during its passage from the delivery chamberinto the cylinder.

l0. ln an internal combustion engine comprising a cylinder, a pistonreciprocable therein, a fuel delivery chamber located adjacent to saidcylinder, an inlet passage leading from said delivery chamber t0 saidcylinde 1, means including a pump having a reciprocating piston forsupplying fuel to said fuel delivery chamber, an air tank for supplyingair under pressure to said fuel delivery chamber and a valve operable bysaid pump piston to cause a measured amount of air to be supplied fromsaid air tank to said fuel delivery chamber.

ln testimony whereof, I have signed my name to this specification.

RALPH M. LOVEJ OY.

